Personal transport vehicle

ABSTRACT

An electric skateboard including a deck, a wheel and an electric motor mounted to a drive truck, the wheel rotatably supported by the drive truck and the electric motor configured to drive the wheel, wherein the drive truck is mounted to the deck, a battery mounted to a power truck and configured to power the electric motor, wherein the power truck is mounted to the deck, and a processor configured to control operation of the electric motor.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application No.61/542,810 filed 4 Oct. 2011, which is incorporated in its entirety bythis reference.

TECHNICAL FIELD

This invention relates generally to the personal transportation field,and more specifically to a new and useful personal transport vehicle 100in the personal transportation field.

BACKGROUND

Low-emission personal vehicles are becoming an increasingly popularmeans of transport. However, many of the existing solutions to personaltransportation are large and bulky. The size of these solutions limitsthe mobility of a user, as the user cannot easily take the vehicle ontoanother mode of transportation, such as a train. Smaller conventionalpersonal transport solutions, such as skateboards and bicycles, lack therange and speed bestowed by a motorized vehicle. Existing small personaltransport solutions, such as electric skateboards, suffer from a lack ofperformance due to the stiffness of the drive train components and/ordrastically limit the flexibility of use due to obstacles on the ridingsurface formed by drive train components.

Thus, there is a need in the personal transport field to create a newand useful high performance, mobile personal transport vehicle.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a schematic representation of a variation of the personaltransport vehicle.

FIG. 2 is a side view of a variation of the personal transport vehicle.

FIG. 3 is a side view of a variation of the personal transport vehiclewith a user.

FIG. 4 is an exploded view of a variation of the personal transportvehicle.

FIGS. 5A, 5B, and 5C are end-on views of a variation of the personaltransport vehicle steering to the left, straight, and right,respectively.

FIG. 6 is a schematic representation of a variation of the personaltransport vehicle.

FIG. 7 is a schematic representation of a variation of the wheelbearing.

FIG. 8 is a top view of a variation of the personal transport vehiclewith a force sensor control input.

FIG. 9 is a perspective view of a variation of the personal transportvehicle with a force sensor control input with an exploded view of avariation of the pressure sensor.

FIG. 10 is a schematic representation of the pressure sensor circuitry.

FIGS. 11A, 11B, and 11C are schematic representations of a ridersignaling cruising, acceleration, and deceleration, respectively, for avariation of the personal transport vehicle.

FIG. 12 is a schematic representation of a variation of a control loopdiagram for the processor.

FIG. 13 is a schematic representation of a second variation of thepersonal transport vehicle.

FIG. 14 is a schematic representation of a third variation of thepersonal transport vehicle.

FIG. 15 is a schematic representation of a fourth variation of thepersonal transport vehicle.

FIG. 16 is a schematic representation of a fifth variation of thepersonal transport vehicle.

FIG. 17 is a schematic representation of a sixth variation of thepersonal transport vehicle.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

The following description of the preferred embodiments of the inventionis not intended to limit the invention to these preferred embodiments,but rather to enable any person skilled in the art to make and use thisinvention.

As shown in FIG. 1, the personal transport vehicle 100 includes asupport surface 200 and a drive train no coupled to the support surface200. The drive train 110 includes a truck 300 supporting a wheel, amotor 500 configured to drive the wheel, a processor 600 configured tocontrol motor operation, and an energy storage device 700 configured toprovide power to the motor 500. The personal transport vehicle 100preferably additionally includes a control input 800 that provides acontrol signal 802 to the processor 600. The personal transport vehicle100 is preferably used to transport a user 10 (e.g. a rider), whereinthe user 10 is preferably supported by the support surface 200 and movedby the drive train 110. The personal transport vehicle 100 preferablysupports a standing user 10, but can alternatively support a prone user10, sitting user 10, or can support the user 10 in any suitableposition. The personal transport vehicle 100 is preferably a skateboard,but can alternatively be a scooter, skate, or any other suitablepersonal transport vehicle 100. This personal transport vehicle 100 canconfer the benefits of a motorized means of transport while maintainingthe ride and performance characteristics of a skateboard, such asunrestricted movement over the surface of the support surface 200 andflexibility and/or responsiveness of the support surface 200. Theflexibility of the support surface 200 can be maintained by mounting allthe stiff components of the vehicle to the trucks, mounting all or someof the stiff components adjacent the trucks and distal the lateralcenterline of the support surface (e.g. the stiff components do notextend across the centerline), or through any other suitable means. Theride and performance of the skateboard are preferably further maintainedby ensuring that the electrical components of the vehicle do notsubstantially touch or interfere with a substantially flat groundsurface when the center of support surface is deformed to contact theground surface. The personal transport vehicle 100 can be manufacturedas a unit, including the support surface 200 and drive train 110, or canbe manufactured and sold as a retrofit kit for a conventional deck thatincludes only the drive train no. When mounting the drive train 110 to aconventional deck, additional mounting holes preferably do not need tobe created.

In operation, the drive train no preferably drives at least one vehicle100 wheel 420 to move the vehicle 100 over a road surface 20.Alternatively, the user 10 can manually propel the vehicle 100 over theroad surface 20. The user 10 preferably controls the velocity of thevehicle 100 through the control input 800, but can alternatively controlthe vehicle velocity manually (e.g. by pushing the vehicle 100 toaccelerate or dragging a foot to slow down). As shown in FIGS. 5A-5C,the vehicle 100 is preferably steered based on the weight distributionbetween the two longitudinal sides of the support surface 200, whereinincreased weight on a given side preferably turns the vehicle 100 towardsaid side. Alternatively, the vehicle 100 can be steered through asteering mechanism 110, such as a set of handlebars, a steering wheel,or any other suitable steering mechanism 110.

As shown in FIGS. 1 to 3, the support surface 200 (e.g. deck) of thepersonal transport vehicle 100 functions to support the rider. Thesupport surface 200 preferably has a first broad face configured tosupport the rider (riding surface 202), and a second broad face (bottomsurface 204) opposing the first broad face. The support surface 200preferably includes two sets of mounting points to which the drive trainno can be mounted, one on each end of the support surface 200, but canalternatively include any suitable number of coupling mechanisms tocouple with the drive train no. The support surface 200 is preferablyflexible, but can alternatively be substantially stiff. In onevariation, the support surface 200 can deflect more than one inch. Inanother variation, the support surface 200 can deflect enough to contacta flat surface between the front and rear wheels. In both variations,the deflection preferably does not incur any significant damage thatwould reduce the functionality of the support surface 200. The supportsurface 200 preferably cambered, and can have a positive camber or anegative camber. Alternatively, the support surface 200 can be a droppeddeck 200, as shown in FIG. 6, wherein a plane extending through themajority of the support surface 200 body is offset from a planeextending between the support surface ends. The support surface 200 ispreferably a conventional skateboard deck 200, more preferably alongboard deck 200, but can alternatively be a scooter deck 200, askate, or any other suitable surface capable of supporting a user 10.

As shown in FIG. 1, the drive train 110 of the personal transportvehicle 100 functions to generate power and move the personal transportvehicle 100 over a road surface 20. The drive train no is preferablymounted to the support surface 200, but can alternatively be otherwisefastened to the support surface 200. When a single drive train no isused (e.g. wherein all the motors 500 of the vehicle 100 are located ona single truck 300), the drive train 110 is preferably mounted on thefront end of the support surface 200, but can alternatively be mountedto the rear end of the support surface 200. As shown in FIG. 4, thedrive train 110 preferably includes a truck 300; an energy storagedevice 700; a power train 120 including a wheel bearing 400, supportedby the truck 300, and a motor 500; and a processor 600 that controlsmotor operation. However, the drive train 110 can include any suitablenumber of trucks 300, energy storage devices 700, motors 500, andprocessors 600. The drive train 110 preferably includes two sets ofcoaxial wheels 420, but can alternatively have one balancing wheel 420,two inline wheels 420, two coaxial wheels 420, or any other suitablenumber of wheels 420. The drive train 110 can alternatively includetracks (e.g. snow or off-road tracks), an impeller, or any othersuitable drive mechanism. Drive train operation is preferably controlledby the processor 600, based on a signal 802 received from a controlinput 800. However, the drive train 110 can be controlled by anysuitable means. The drive train 110 is preferably mounted to the supportsurface 200 such that the support surface flexibility is substantiallymaintained. In one variation of the vehicle 100, some or all of thedrive train 110 components having broad mounting faces, such as theenergy storage device 700 and the electronics (e.g. the processor 600and motor controller 520), are substantially flexible. In anothervariation of the vehicle 100, the drive train no components are mountedadjacent to the support surface ends and distal from the support surface200 center. In another variation of the vehicle 100, the drive train 110components are statically fixed to less than 50% of a support surfacebroad face, more preferably to less than 30% of the support surfacebroad face. However, any suitable configuration of the drive train nocomponents can be used.

The truck 300 of the drive train 110 functions to mount the wheels 420to the support surface 200. In doing so, the truck 300 preferablyrotatably supports the wheel bearings 400. The truck 300 canadditionally function to support the motor 500, the energy storagedevice 700, the processor 600, and/or any other suitable drive train 110component. The truck 300 can additionally function as a heat sink. Thetruck 300 preferably includes a hangar 310 that supports the wheelbearings 400, a base plate 320 that mounts the truck 300 to the supportsurface 200, bushings 330, and a kingpin 340 that extends through thebushings 330 to mount the hangar 310 to the base plate 320. The truck300 can additionally include risers 350 that can be inserted between thebase plate 320 and the support surface 200 to adjust the distancebetween the truck 300 and the support surface 200. The drive train 110preferably includes two trucks 300, each mounted to an opposing end ofthe support surface 200 and oriented with the respective axleperpendicular to the longitudinal axis of the support surface 200, butcan alternatively include a single truck 300 or any other suitablenumber of trucks 300 mounted at any suitable position and angle relativeto the support surface 200 longitudinal axis.

The hangar 310 of the truck 300 functions to connect the axle 312 to thebase plate 320 of the truck 300. The hangar 310 can additionallyfunction to mount the motor 500 and/or the energy storage device 700.However, the hangar 310 can be a standard hangar 310, or include anyother suitable mounting or coupling mechanisms. The hangar 310preferably includes two coaxial axles extending in opposite directionsfrom the hangar body, wherein the axles 312 function to support thewheel bearing 400. The wheel bearings 400 are preferably rotatablycoupled to the axle 312, such that the wheels 420 freely rotate aboutthe axle 312. The wheel bearings 400 are preferably retained on the axle312 by an axle nut, cotter pin, or other suitable fastening device. Thehangar 310 preferably includes a mounting arm 314 extending from thehangar body to which the motor 500, battery 702, motor controller 520,processor 600, and/or any other suitable electronic component ismounted, wherein the arm is preferably centered between the axles 312but can alternatively be offset from the truck center. The mounting arm314 preferably extends perpendicularly relative to the axles 312, andextends at an angle from the hangar body. However, the mounting arm 314can be the hangar body, or extend from the hangar body at any suitableangle. The mounting arm 314 preferably includes at least one mountinghole or clip, and can include one or more slots extending longitudinallyalong the arm length, a series of mounting holes, grooves, or any othersuitable adjustable mounting feature.

The bushing 330 functions to dampen vehicle 100 vibrations duringvehicle use, and can function similar to a suspension system. However,the vehicle 100 can additionally and/or alternatively include a separatesuspension system, such as a pneumatic suspension system, hydraulicsuspension system, or any other suitable suspension system. Each truck300 preferably includes two bushings 330, wherein the first bushing 330is preferably located between the base plate 320 and the hangar 310, andthe second bushing 330 is preferably located between the kingpin 340 andthe hangar 310. The bushing 330 can be conical, stepped, barrel, or haveany other suitable shape. The bushing 330 can be of any suitabledurometer. Alternatively, the bushing 330 can have an adjustabledurometer, wherein the bushing 330 durometer can be adjusted based onthe desired ride characteristics, determined vehicle 100 vibration (e.g.increased to increase vehicle 100 stability/dampen vibration, decreasedwhen less vibration is sensed to increase vehicle 100 responsiveness,etc.), or adjusted based on any other suitable parameter. In thisvariation, the bushing 330 can be made of a material that changesstiffness dependent on the magnitude and/or direction of an appliedelectric current, wherein the processor 600 preferably controls theamount of current applied to the bushing 330. However, the bushing 330durometer can be adjusted in any suitable manner.

The base plate 320 of the truck 300 functions to couple the hangar 310to the support surface 200. The base plate 320 can additionally functionas a heat sink for the electronic components of the drive train 110. Thebase plate 320 is preferably configured to mount to the bottom surface204 of the support surface 200, but can alternatively mount to theriding surface 202, wherein the hangar 310 extends through the supportsurface 200 (e.g. a dropped truck 300 configuration). The base plate 320preferably includes mounting features, such as screw holes, longitudinalslots, or grooves, but can alternatively include any suitable couplingfeature. The base plate 320 can additionally include component-mountingfeatures, such as screw holes, longitudinal slots, or grooves to whichthe motor 500 and/or battery 702 can mount. The base plate 320 ispreferably a substantially solid piece of metal, but can alternativelybe a hollow metal box that can function to store the electroniccomponents of the drive train 110, be a solid plastic piece, or have anysuitable configuration or be made of any suitable material.

The energy storage device 700 of the drive train 110 functions toprovide power to the motor 500, and can additionally power the processor600 and/or the control input 800. The energy storage device 700 ispreferably a battery 702, more preferably a battery including aplurality of cells, but can alternatively be a fuel storage device orany other suitable device capable of storing energy in electrical,chemical, or mechanical form. The battery 702 preferably includes aplurality of prismatic cells stacked along the cell thicknesses, but canalternatively include a plurality of prismatic cells arranged in asingle layer. The battery 702 is preferably a rechargeable battery 702,more preferably a battery 702 having lithium chemistry (e.g. lithiumion, lithium, etc.) but can alternatively be a battery 702 having anysuitable chemistry. The battery 702 is preferably substantially flat andprismatic, but can alternatively be cylindrical or have any suitableform factor. The energy storage device 700 is preferably mounted to orcoupled near the truck opposing that to which the motor 500 is mountedto achieve a more uniform weight distribution over the support surface,but can alternatively be mounted or coupled adjacent to the truck towhich the motor 500 is mounted. The energy storage device 700 ispreferably electrically connected to the motor 500 by one or moreflexible wires, and can additionally be electrically connected by aflexible connection to the processor 600. The electrical connections arepreferably fastened against the support surface 200 or integrated intothe truck 300, but can alternatively be unrestrained. When the energystorage device 700 is mounted to a different truck than the motor 500,the electrical connections can extend along the riding surface, whereinthe electrical connections preferably extend from the energy storagedevice to the riding surface through holes through the support surface,extend along the riding surface, and electrically contact the energystorage device 700 and motor 500 through holes through the supportsurface. However, the electrical connections can alternatively extendalong the bottom surface. The electrical connections can include braidedcable sleeving or any other suitable sleeving to facilitate electricalconnection flexion with the support surface 200. The electricalconnections can be arranged between the grip tape and the riding surfaceof the support surface 200 or can be located in any other suitableportion of the vehicle 100.

The energy storage device 700 is preferably movably coupled to thesupport surface 200, but can alternatively be rigidly fixed to thesupport surface 200. The energy storage device 700 is preferably mountedon a truck 300 (power truck), more preferably on the base plate 320 of atruck 300, but can alternatively be mounted on the hangar 310 of thetruck 300 or integrated into any suitable portion of the truck 300 suchthat the energy storage device 700 can move relative to the supportsurface 200. When mounted to the base plate 320, the energy storagedevice 700 is preferably mounted to the broad face of the base plate 320distal the support surface 200, but can alternatively be mounted to thebroad face adjacent the support surface 200. A broad face of the energystorage device 700 is preferably mounted against the broad face of thebase plate 320, but the edge of the energy storage device 700 canalternatively be mounted on the base plate 320, leaving the remainder ofthe energy storage device 700 free. The energy storage device 700 ispreferably fastened to the truck 300 (e.g. using fasteners, such asscrews, tie downs, etc.), but can alternatively be adhered or otherwisemounted to the truck 300. The energy storage device 700 canalternatively be used as or be mounted to the riser 350, wherein all ora portion of the energy storage device 700 is mechanically retainedbetween the support surface 200 and the hangar 310. The truck to whichthe energy storage device 700 is mounted is preferably the rear truck,but can alternatively be mounted to the front truck of the vehicle.However, the energy storage device 700 can be movably supported by thesupport surface 200. In this variation, the energy storage device 700 ispreferably coupled to the bottom surface 204, adjacent to a truck 300,such that the energy storage device 700 does not substantially impedesupport surface flexion. The energy storage device 700 is preferablycoupled to the support surface 200 between the truck 300 and the supportsurface end, but can alternatively be coupled within the support surfacearea defined between the two trucks 300. The energy storage device 700is preferably suspended from the support surface 200, such that theenergy storage device 700 is decoupled in shear force from the supportsurface 200 and can shift or slide relative to the board. The energystorage device 700 is preferably suspended from the support surface 200by a flexible suspension mechanism, such as a fabric net, a flexiblecasing such as a flexible plastic or fabric casing, or any othersuitable flexible suspension mechanism. Alternatively, the energystorage device 700 can be suspended by a substantially stiff suspensionmechanism, such as a substantially rigid box, wherein the energy storagedevice position within the stiff suspension mechanism can be retained byflexible dampeners within the suspension mechanism that permit boardflexion relative to the energy storage device 700, such as rubberwashers. Alternatively, the energy storage device 700 can be movablysupported by the board by mounting an edge of the energy storage device700 adjacent the truck 300 to the deck 200, such that the remainder ofthe energy storage device 700 is substantially free from the deck 200.The energy storage device 700 can alternatively be integrated into thesupport surface 200, such that the energy storage device 700 ispreferably disposed between the riding surface and bottom surface, butcan alternatively define one of said surfaces. However, the energystorage device can be rigidly mounted to the board, wherein an entirebroad face of the energy storage device 700 is preferably coupled to thebottom surface 204. The energy storage device 700 can alternatively besupported by any other means by any other suitable vehicle component.

The power train 120 of the drive train no functions to generaterotational power to drive a wheel 420, thereby propelling the vehicle100 along a road surface 20. The power train 120 preferably drives onewheel 420, but can alternatively drive multiple wheels 420. The vehicle100 preferably includes a first and second power train 120 driving afirst and second wheel 420, respectively, wherein the first and secondwheels 420 are preferably supported by a single truck 300. The vehicle100 can alternatively include a single power train 120 driving a singlewheel 420, a single power train 120 driving two wheels 420 supported bya singular truck 300 or by separate trucks 300, four power trains 120individually driving four respective wheels 420, or include any suitablenumber of power trains 120 driving any suitable number of wheels 420.

The power train 120 preferably includes a wheel bearing 400 and a motor500, wherein the motor 500 drives the wheel 420 through directmechanical connection of drive components to the wheel 420 or drives thewheel 420 by driving the wheel bearing 400. The motor 500 can drive anysuitable portion of the wheel, such as the wheel body. The power train120 is preferably a positive drive, wherein the wheel bearing 400includes a toothed wheel pulley 406 (gear), the motor 500 includes atoothed motor pulley 560 (gear) that rotates with the motor 500 shaft,and the power train 120 includes a toothed belt 122 or chain that passesaround the wheel and motor pulleys. However, the power train 120 can bea negative drive, wherein the bearing and motor pulleys are smoothpulleys; a direct drive; a shaft drive; an offset parallel shaft drive;a gear transmission (e.g. a planetary gear drive), or have any othersuitable power train configuration. The wheel pulley 406 is preferablylocated on the wheel bearing 400, but can alternatively be located on aseparate component statically or movably coupled to the wheel 420. Thewheel pulley is preferably substantially the same size as, or slightlysmaller than, the motor pulley (e.g. 25% smaller), but can alternativelybe any suitable size relative to the motor pulley. The power train ispreferably located on a single truck (drive truck), but canalternatively be distributed between two trucks. The truck to which thepower train is mounted is preferably the front truck of the vehicle, butcan alternatively be the rear truck.

The wheel bearing 400 of the power train 120 functions to rotatablymount a wheel 420 to the axle 312. The wheel bearing 400 preferablyincludes an inner bearing surface 402 that rotatably mounts to the axle312 and an outer bearing surface 404 that mounts to the wheel 420. Thewheel bearing 400 can additionally include a third bearing surface thatfunctions as a motor interface. The third bearing surface can be asmooth pulley, a toothed wheel pulley 406 (as shown in FIG. 7), a gear,or any other suitable component capable of transferring rotationalenergy from the motor 500. The third bearing surface is preferablycoaxial with the inner and outer bearing surfaces 404, and is preferablylocated on the side of the wheel bearing 400 configured to mountproximal the hangar 310 of the truck 300. However, the third bearingsurface can be axially offset from the inner and outer bearing surfaces.The wheel bearing 400 can be a shielded bearing, sealed bearing,Teflon-sealed bearing, rubber-sealed bearing, ceramic bearing, or anyother suitable bearing.

The motor 500 of the power train 120 functions to generate therotational force that rotates the wheel 420. The motor 500 canadditionally function to generate energy, such as during controlleddeceleration (e.g. braking). The motor 500 is preferably an electricmotor, more preferably a permanent magnet motor, but can alternativelybe a brushed DC motor, a brushless DC motor, a switched reluctancemotor, a coreless DC motor, a synchronous AC motor, an induction motor,a stepper motor, or any other suitable electric motor. The motor 500 canalternatively be any other suitable rotary drive means. The motor 500 ispreferably supported by the truck 300, and is preferably mounted to thehangar 310, but can alternatively be mounted to the base plate 320,integrated into the hangar 310 or base plate 320, or otherwise supportedby the truck 300. The motor 500 can also be supported by a plateextending from the truck 300, between the wheel and the motor 500, suchthat the motor is supported on a first end by the hangar and on a secondend by the plate. However, the motor can be otherwise mounted to thetruck. The motor 500 is preferably supported by or located adjacent thetruck 300 that supports the driven wheel 420, but can alternatively besupported by or located adjacent a separate truck 300.

The power train 110 can additionally include a tensioning mechanism thatfunctions to control the belt tension of the positive drive. In onevariation of the power train 120, the tensioning mechanism includes themotor 500, wherein the motor 500 is preferably adjustably mounted to thetruck 300, wherein the motor position relative to the axle 312 and/orwheel bearing 400 can be adjusted. Adjustment of the motor position canbe used to adjust the belt tension of the positive drive power train120. The motor 500 is preferably adjustably mounted to the truck 300 byslotted mounting plates 502, wherein fasteners (e.g. bolts, screws, orpins) extend through the slots to couple to the truck 300. The motor 500is preferably statically fixed to the mounting plates 502, whereinsliding of the mounting bracket 502 relative to the mounting arm 314adjusts the motor position. Alternatively, the mounting plate can have atongue that slides within a complementary groove on the truck 300,wherein the friction from a tightened fastener (e.g. screw) transientlyretains the motor position. However, the motor 500 can be adjustablymounted to the truck 300 using any suitable mechanism. Alternatively,the motor 500 can be fixed to the truck 300, adjustably mounted to thesupport surface 200, fixed to the support surface 200 (e.g. adhered tothe support surface 200), or otherwise coupled to the support surface200. In another variation of the power train 120, the tensioningmechanism includes an idler wheel, wherein adjustment of the idler wheelposition relative to the centerline extending between the axles of themotor and the wheel controls the belt tension. However, any othersuitable tensioning mechanism can be used.

The motor 500 can additionally include a motor controller 520 thatcontrols one or more operation parameters of the motor 500. The motorcontroller 520 is preferably mounted to the same truck 300 as the motor500, but can alternatively be mounted to the support surface 200adjacent the motor 500, mounted to the motor 500 itself (e.g. to a motorend or to a curved motor surface), or mounted to any suitable vehiclecomponent. The motor controller 520 is preferably connected to anencoder within the motor 500 that determines the angular position of themotor 500 shaft or rotor, such that the motor controller 520 candetermine the frequency of motor 500 rotation. The motor controller 520preferably additionally controls the magnitude and direction of thecurrent provided to the motor 500. The motor controller 520 ispreferably a pulse modulated speed controller, but can alternatively beany suitable motor controller 520.

The processor 600 of the drive train 110 functions to control motoroperation based on a signal 802 received from a control input 800. Theprocessor 600 is preferably a CPU, but can alternatively be any suitableprocessor 600. The processor 600 is preferably electrically connected bya flexible connection to the motor 500, more preferably directlyconnected to the motor controller 520, and can additionally beelectrically connected to the energy storage device 700 by a flexibleconnection. The processor 600 is preferably coupled to the vehicle 100proximal the motor 500, but can alternatively/additionally be coupled tothe vehicle 100 proximal the energy storage device 700 or be coupled tothe vehicle 100 distal from the energy storage device 700 and the motor500. The processor 600 is preferably mounted to a truck 300, but canalternatively be mounted to the support surface 200 (preferably thebottom surface 204 but alternatively the riding surface 202) adjacent atruck 300, to the energy storage device 700, to the motor 500, or to anyother suitable vehicle component.

The processor 600 preferably includes a receiver that receives thesignal 802 from the control input 800. The receiver can be a wirelessreceiver, wherein the control input 800 is a remote control 820, be awired receiver, wherein the control input 800 is electrically connectedto the processor 600, or be a mechanical receiver, wherein the controlinput 800 is mechanically connected to the processor 600 (e.g. by acable). The signal 802 received by the processor 600 is preferablyindicative of desired acceleration, deceleration, or cruising. Theprocessor 600 preferably adjusts the motor operation based on theindicated action.

The processor 600 preferably adjusts motor operation between anacceleration state and a deceleration state. The processor 600 canadditionally adjust motor operation to achieve a cruising state. Inadjusting the motor operation to the acceleration state, the processor600 preferably induces the motor 500 to output an acceleration torquethat increases the velocity of the vehicle 100, wherein the accelerationtorque is preferably higher than the instantaneous torque output and ispreferably in the same direction as the instantaneous torque output. Theprocessor 600 can further control the motor torque output such that thechange in acceleration is below a predetermined threshold. In adjustingthe motor operation to the deceleration state, the processor 600preferably induces the motor 500 to output a deceleration torque thatdecreases the velocity of the vehicle 100, wherein the decelerationtorque is preferably lower than the instantaneous torque output. Thedeceleration torque can be a lower magnitude torque in the samedirection as the instantaneous torque output, be a torque having adirection reversed from that of the instantaneous torque output, be notorque, wherein friction of the road surface 20 against the wheels 420decelerates the vehicle 100; or any other suitable torque. The processor600 can further control the motor torque output such that the change indeceleration is below a predetermined threshold. In adjusting the motoroperation to the cruising state, the processor 600 preferably inducesthe motor 500 to output a cruising torque that substantially maintainsthe velocity of the vehicle 100, wherein the cruising torque ispreferably substantially the same as the instantaneous torque output.The torque output from the motor 500 is preferably rate limited andchecked for saturation to protect the hardware and to prevent abruptacceleration or braking. However, the torque output can alternativelynot be rate limited.

The processor 600 can adjust motor operation by controlling the amountof current provided to the motor 500 by the energy storage device 700,wherein the processor 600 induces the motor 500 to output anacceleration torque by increasing the current, a deceleration torque bydecreasing the current, and a cruising torque by substantiallymaintaining the current provided to the motor 500. Alternatively, theprocessor 600 can determine and send a target torque, rotationfrequency, or any other suitable target value to the motor controller520, wherein the motor controller 520 adjusts the motor operationparameters to meet the target value.

The control input 800 of the vehicle 100 functions to send a signal 802indicative of acceleration to the processor 600. The control input 800can additionally function to send a signal 802 indicative ofacceleration in an opposing direction (e.g. deceleration or driving inreverse) and/or cruising to the processor 600. The control input 800 canbe physically connected to the support surface 200, wherein the signal802 is sent over a direct connection to the processor 600, or can beremote from the board, wherein the signal 802 is sent wirelessly to theprocessor 600.

In a first variation of the vehicle 100, the control input 800 is aremote control unit 820 that is remote from the support surface 200. Thecontrol input 800 includes a wireless transmitter, and the processor 600includes a wireless receiver. The control input 800 preferably sends anacceleration signal based on the position of an input mechanism 822,wherein the amount of input mechanism deflection away from a restposition preferably correlates with the amount of acceleration desired.The control input 800 can additionally send a deceleration signal basedon the position of the same or a second input mechanism 822, wherein theamount of input mechanism deflection away from a rest positionpreferably correlates with the amount of deceleration desired. The inputmechanism 822 can be a trigger (e.g. lever), a wheel 420 controller,slider, or any other suitable input mechanism 822. The remote control820 can additionally include a return mechanism, such as a spring, thatbiases the input mechanism 822 to the rest position when an appliedforce is reduced. The acceleration input mechanism 822 and decelerationinput mechanism 822 are preferably separate input mechanisms 822, butcan alternatively be a singular input mechanism 822, wherein the remotecontrol 820 sends an acceleration signal when the input mechanism 822 isdeflected in a first direction, and sends a deceleration signal when theinput mechanism 822 is deflected in a second, opposing direction, andwherein the rest position is located between the first and seconddirections. The control input 800 can additionally send a cruisingsignal, wherein the cruising signal is preferably sent when the inputmechanism 822 is at the rest position, but can alternatively be sentwhen the input mechanism 822 is depressed, rotated, deflected (e.g.along an axis separate from acceleration or deceleration), or otherwiseactuated. A lack of a signal 802 can alternatively be interpreted by theprocessor 600 as a cruising signal, wherein the control input 800 couldnot send a signal 802 in the rest position.

In a second variation of the vehicle 100, the control input 800 includesa force sensor 840 coupled to the support surface 200, as shown in FIG.8. The force sensor 840 preferably includes a direct electricalconnection to the processor 600, but can be wirelessly connected to theprocessor 600 or otherwise connected to the processor 600. The forcesensor 840 preferably covers substantially the entirety of the ridingsurface 202, but can alternatively cover a portion of the riding surface202, cover a portion of the bottom surface 204, or couple to the supportsurface 200 at any suitable location. The force sensor 840 is preferablyintegrated into the grip tape that is applied to the riding surface 202,but can alternatively be adhered onto the riding surface 202 by the griptape, adhered to the riding surface 202 then covered by the grip tape,or otherwise coupled to the riding surface 202. The force sensor 840 ispreferably an array of pressure sensor strips, but can alternativelyinclude a grid of pressure sensors 860, a series of pressure sensorsections, or have any other suitable configuration. As shown in FIG. 8,the vehicle 100 preferably includes multiple pressure sensor stripsaligned perpendicular to the longitudinal axis of the support surface200, but can alternatively include a single pressure sensor 860 stripextending along the longitudinal axis of the support surface 200, a gridof pressure sensors 860, a first, second, and third pressure sensor 860located at the first end, middle, and second end of the support surface200, respectively, or any other suitable pressure sensor configuration.

As shown in FIG. 9, each pressure sensor 860 is preferably a capacitivesensor, and includes an upper shield top layer 861, upper shield bottomlayer 862, upper dielectric layer 863, sensing plate 864, a lowerdielectric layer 865 and a lower shield layer 866. The upper and lowershield layers are preferably grounded, as shown in FIG. 10. The upperdielectric layer 863, sensing plate 864, and lower dielectric layer 865preferably form the sensing circuit, wherein the sensing circuit ispreferably electrically connected by a flexible connection to theprocessor 600. Alternatively, the pressure sensor 860 can be a resistivesensor, including two flexible sheets coated with resistive material orpatterned with a resistive grid and separated by microdots. However, thepressure sensor 860 can be any other suitable capacitive sensor,resistive sensor, strain gauge, force sensing resistor, or any othersuitable sensor capable of measuring an applied force.

Each pressure sensor 860 of the force sensor 840 preferably sends theprocessor 600 a measurement of the applied force (pressure signal 802)received by said pressure sensor 860. More preferably, a plurality oflocation-mapped pressure sensors 860 each sends the processor 600 apressure signal 802. The signals 802 are preferably received by theprocessor 600 at a predetermined frequency, but can alternatively bereceived whenever the applied force changes or in response to any othersuitable condition. The processor 600 preferably processes the pressuresignals 802 to determine whether the signals 802 constitute a drivecommand or a halt command. The processor 600 preferably compares thetotal measured force to a force threshold, wherein a drive command isdetermined when the total measured force exceeds the force threshold(e.g. indicating a user 10 on the support surface 200), and a haltcommand is determined when the total measured force falls below theforce threshold (e.g. indicating that the user 10 is off of the supportsurface 200). When a halt command is determined, the processor 600adjusts the motor 500 to output no torque or a torque substantiallyopposing the instantaneous torque. When a drive command is determined,the processor 600 preferably processes the pressure signals 802 todetermine whether the measurements constitute an acceleration signal, adeceleration signal, or a cruising signal. The processor 600 preferablydetermines whether the pressure signals 802 constitute an acceleration,deceleration, or cruising signal based on the measured location of theapplied force (e.g. determined by which pressure sensor 860 sends apressure signal 802 over a baseline threshold, or by the location asindicated by a pressure sensor 860), the measured magnitude of theapplied force, and/or any other suitable parameter of the applied force.For example, as shown in FIGS. 11A to 11C, the determined signal 802 canbe dependent on the force distribution between a first segment 842 and asecond segment 844, wherein the first segment 842 is forward of aneutral position 846 on the support surface 200 and the second segment844 is rearward of the neutral position 846 on support surface 200. Theneutral position 846 is preferably calculated as the point on thesupport surface 200 midway between the first segment 842 and the secondsegment 844, but can be calculated as a point on the support surface 200midway between the centroids of the first and second segments, or as anyother suitable position. In this example, the measurements canconstitute an acceleration signal when the force measured at the firstsegment 842 exceeds the force measured at the second segment 844; as adeceleration signal when the force measured at the second segment 844exceeds that measured at the first segment 842; and as a cruising signalwhen the force applied to the first and the second segments aresubstantially similar. Alternatively, the sent signal 802 can bedependent on the average position of pressure application (pressurecenter 848) relative to the neutral position 846, wherein the pressuresignals 802 constitute an acceleration signal if the pressure center 848is fore of the neutral position 846, a deceleration signal if thepressure center 848 is aft of the neutral position 846, and a cruisingsignal if the pressure center 848 substantially coincides with theneutral position 846. The rate of change in the signaled amount ofacceleration or deceleration can additionally be dependent on the rateof change of force application to the first or second segments,respectively. Alternatively, any suitable signal 802 can be sent inresponse to any suitable parameter derived from the measured forces.

However, any other suitable input device, such as a touchscreen slider,one or more stomp pads, or pressure-sensitive apparel (e.g. gloves) canbe used as the control input 800.

Variations of the Vehicle Configuration.

In a first variation of the vehicle, as shown in FIG. 13, the vehicle100 includes a deck 200, a first and a second truck 300 mounted to thedeck 200, an electric motor 500 adjustably mounted to the first truck300, a wheel 420 or wheel bearing 400 driveably connected to theelectric motor 500 by a positive drive mechanism, a battery 702 that iselectrically connected to the electric motor 500 with a wire fastenedalong the wire length to the bottom surface 204 and is mounted on thesecond truck 300 or on the deck 200 adjacent the second truck 300, amotor controller 520 that controls electric motor operation and ismounted adjacent to or mounted on the first truck 300, and a processor600 that receives a signal 802 from a control input 800 and determines atarget operation parameter for the motor controller 520 based on thesignal 802, wherein the processor 600 is mounted adjacent to or mountedon the first truck 300.

In a second variation of the vehicle, as shown in FIG. 14, the vehicle100 includes a deck 200, a first and a second truck 300 mounted to thedeck 200, an electric motor 500 adjustably mounted to the first truck300, a wheel 420 or wheel bearing 400 driveably connected to theelectric motor 500 by a positive drive mechanism, a battery 702 mountedon the first truck 300 or on the deck 200 adjacent the first truck 300and electrically connected to the electric motor 500 with a wire, amotor controller 520 that controls electric motor operation and ismounted adjacent to or mounted on the first truck 300, and a processor600 that receives a signal 802 from a control input 800 and determines atarget operation parameter for the motor controller 520 based on thesignal 802, wherein the processor 600 is mounted adjacent to or mountedon the first truck 300.

In a third variation of the vehicle, as shown in FIG. 1, the vehicle 100includes a deck 200, a first and a second truck 300 mounted to the deck200, first electric motor 500 adjustably mounted to the first truck 300,a second electric motor 500 adjustably mounted to the first truck 300adjacent to the first electric motor 500, a first and second wheel 420or wheel bearing 400 driveably connected to the first and secondelectric motor 500 by a first and second positive drive mechanism,respectively, a battery 702 mounted on the second truck 300 or on thedeck 200 adjacent the second truck 300 and electrically connected to thefirst and second electric motor 500 by a first and second wire fastenedalong the wire lengths to the bottom surface 204 of the deck 200, afirst and second motor controller 520 that controls first and secondelectric motor operation, respectively, wherein the first and secondmotor controllers 520 are mounted adjacent to or mounted on the firsttruck 300 adjacent the respective motor 500, and a processor 600 thatreceives a signal 802 from a control input 800 and determines a targetoperation parameter for the first and second motor controller 520 basedon the signal 802, wherein the processor 600 is mounted adjacent to ormounted on the first truck 300. In operation, the processor 600 canadditionally determine a steering input (e.g. from a pressuredifferential between the two lateral sides of the deck 200, from asteering wheel 420, etc.) and independently drive the wheels 420 toachieve the desired steering (e.g. increase the torque output of theright electric motor 500 while maintaining or decreasing the torqueoutput of the left electric motor 500 to achieve a left turn).

In a fourth variation of the vehicle, as shown in FIG. 15, the vehicle100 includes a deck 200, a first and a second truck 300 mounted to thedeck 200, a first and a second electric motor 500 adjustably mounted tothe first truck 300 in an adjacent configuration, a first and secondwheel 420 or wheel bearing 400 driveably connected to the first andsecond electric motor 500 by a first and second positive drivemechanism, respectively, a battery 702 mounted on the first truck 300 oron the deck 200 adjacent the first truck 300 and electrically connectedto the first and second electric motors 500 by a first and second wire,a first and second motor controller 520 that controls first and secondelectric motor operation, respectively, wherein the first and secondmotor controller 520 are mounted adjacent to or mounted on the firsttruck 300 adjacent the respective motor 500, and a processor 600 thatreceives a signal 802 from a control input 800 and determines a targetoperation parameter for the first and second motor controller 520 basedon the signal 802, wherein the processor 600 is mounted adjacent to ormounted on the first truck 300.

In a fifth variation of the vehicle, as shown in FIG. 16, the vehicle100 includes a deck 200 mounted to two drive trains no, each drive train110 including a truck 300, an electric motor 500 adjustably mounted tothe truck 300, a wheel 420 or wheel bearing 400 driveably connected tothe electric motor 500 by a positive drive mechanism, and a motorcontroller 520 that controls electric motor operation. The drive trains110 are preferably mounted to opposing ends of the deck 200, wherein thedriven wheels 420 can be arranged on opposing sides of the deck 200 oron the same side of the deck 200. A processor 600 preferably controlsboth drive trains 110 based on a signal 802 received from a controlinput 800, but the drive trains 110 can alternatively be controlled bymultiple processors 600. The processor 600 can be mounted to the deck200 adjacent the first truck 300, mounted to the deck 200 adjacent thesecond truck 300, mounted to the first truck 300, or mounted to thesecond truck 300. A battery 702 preferably powers both electric motors500, and is preferably connected to both electric motors 500 by twowires fastened to the bottom surface 204 along the wire lengths. Thebattery 702 is preferably mounted adjacent to or mounted on the first orsecond truck 300. Alternatively, the vehicle 100 includes a first and asecond battery 702 that power and are mounted adjacent to or mounted onthe first and second drive trains 110, respectively.

In a sixth variation of the vehicle, as shown in FIG. 17, the vehicle100 includes a deck 200 mounted to two drive trains 110, each drivetrain 110 including a truck 300, a first and second electric motor 500mounted to the truck 300, a first and second wheel 420 or wheel bearing400 driveably connected to the first and second electric motors 500,respectively, and a first and second motor controller 520 that controlsfirst and second electric motor operation, respectively. Thus, thevehicle 100 has four independently driven wheels 420, supported by twotrucks 300. The drive trains 110 are preferably mounted to opposing endsof the deck 200. A processor 600 preferably controls both drive trainsno based on a signal 802 received from a control input Boo, but thedrive trains 110 can alternatively be controlled by multiple processors600. The processor 600 can be mounted to the deck 200 adjacent the firsttruck 300, mounted to the deck 200 adjacent the second truck 300,mounted to the first truck 300, or mounted to the second truck 300. Abattery 702 preferably powers all four electric motors 500, and ispreferably connected to all electric motors 500 by wires fastened to thebottom surface 204 along the wire lengths. The battery 702 is preferablymounted adjacent to or mounted on the first or second truck 300.Alternatively, the vehicle 100 includes a first and a second battery 702that power and are mounted adjacent to or mounted on the first andsecond drive trains 110, respectively.

However, the vehicle configuration can include any suitable combinationof the aforementioned elements.

As a person skilled in the art will recognize from the previous detaileddescription and from the figures and claims, modifications and changescan be made to the preferred embodiments of the invention withoutdeparting from the scope of this invention defined in the followingclaims.

We claim:
 1. An electric skateboard comprising: a deck; a skateboardtruck mounted to the deck; a wheel rotatably fixed to the truck; anelectric motor mounted to the truck, the electric motor configured todrive the wheel; an energy storage device, movably coupled to the deck,that powers the electric motor; and a processor that controls operationof the electric motor based on a signal received from a control input.2. The electric skateboard of claim 1, wherein the energy storage deviceis movably coupled to the support surface by a suspension mechanism thatsubstantially reduces shear force between the energy storage device andthe support surface.
 3. The electric skateboard of claim 2, wherein thesuspension mechanism includes a flexible casing.
 4. The electricskateboard of claim 1, wherein the energy storage device is movablycoupled to the support surface by a power truck, wherein the energystorage device is mounted to the power truck.
 5. The electric skateboardof claim 4, wherein the power truck is a separate truck from the firsttruck, wherein the first truck is mounted to a first end of the deck andthe power truck is mounted to a second, opposing end of the deck.
 6. Theelectric skateboard of claim 1, wherein the electric motor drives thewheel through a positive drive mechanism.
 7. The electric skateboard ofclaim 6, further comprising a belt tensioning mechanism.
 8. The electricskateboard of claim 7, wherein the belt tensioning mechanism comprisesan adjustable mounting system that adjustably mounts the electric motorto the truck, wherein adjustment of a position of the electric motorshaft relative to the wheel axis adjusts a belt tension of the positivedrive mechanism.
 9. The electric skateboard of claim 1, wherein theprocessor controls the electric motor to output an acceleration torquein a first direction, output a deceleration torque in a second directionopposing the first direction, and output a cruising torque substantiallyequivalent to an instantaneous torque during electric motor operation.10. The electric skateboard of claim 1, wherein the control inputcomprises a pressure sensor mounted to the support surface and connectedto the controller, wherein the signal received from the control input isindicative of an applied force received by the pressure sensor.
 11. Theelectric skateboard of claim 9, wherein the signal is indicative of aposition of the applied force along a length of the support surface,wherein the processor adjusts the output torque based on the indicatedposition of the applied force.
 12. The electric skateboard of claim 11,wherein the signal is indicative of a magnitude of the applied force,wherein the processor adjusts the output torque based on the indicatedmagnitude of the applied force.
 13. The electric skateboard of claim 12,wherein the control input comprises a remote control unit that sends anacceleration signal based on a position of an input mechanism.
 14. Theelectric skateboard of claim 1, further comprising a second wheelrotatably fixed to the truck and a second electric motor mounted to thetruck that drives the second wheel.
 15. A drive train for an electricskateboard, the skateboard including a support surface, the drive traincomprising: a skateboard truck configured to mount to the supportsurface; a bearing rotatably supported by the truck; an electric motormounted to the truck, the electric motor configured to drive thebearing; an energy storage device configured to movably couple to thesupport surface and to power the electric motor; and a processor thatcontrols operation of the electric motor based on a signal received froma control input.
 16. The drive train of claim 15, wherein the energystorage device is movably coupled to the support surface by a suspensionmechanism that substantially decouples the energy storage device fromthe support surface in shear force.
 17. The drive train of claim 16,wherein the suspension mechanism includes a flexible casing.
 18. Thedrive train of claim 15, wherein the electric motor drives the bearingthrough a positive drive mechanism.
 19. The drive train of claim 18,wherein the positive drive mechanism comprises a toothed belt passingaround a first toothed pulley connected to the electric motor and arounda second toothed pulley connected to the bearing.
 20. The drive train ofclaim 19, further comprising a belt tensioning mechanism.
 21. The drivetrain of claim 20, wherein the belt tensioning mechanism comprises anadjustable mounting system that adjustably mounts the electric motor tothe truck, wherein adjustment of a position of the electric motor shaftrelative to the bearing adjusts the belt tension.
 22. The drive train ofclaim 15, wherein the processor controls the electric motor to output acruising torque that substantially maintains the instantaneous speed ofthe skateboard during operation.
 23. An electric skateboard, comprising:a support surface; a heat conducting skateboard truck mounted to thesupport surface; a wheel rotatably fixed to the truck; an electric motorconfigured to drive the wheel, the electric motor mounted to the truck,wherein the truck is thermally connected to the motor controller; amotor controller configured to control the electric motor, the motorcontroller mounted to the truck, wherein the truck is thermallyconnected to the motor controller; an energy storage device, movablycoupled to the second end of the deck, that powers the electric motor;and a processor that adjusts an output torque of the electric motorbased on a signal received from a control input.